Railway-traffic-controlling apparatus



Sept. 7 1 926.

I I H. A.- WALLACE RAILWAY TRAFFIC CONTRLLING APPARATUS.

Filed August 20 1925 A Nmwmwwww Patented Sept. ',7, 1926.

UNITED STATES PATENT OFFICE.

HERBERT A. WALLACE, or lEneEvvoon BOROUGH, (PENNSYLVANIA, AssIGNoR To THE UNION SWITCH a SIGNAL COMPANY, or sWrssvALE, PENNSYLVANIA, A COR- PORATION OF" PENNSYLVANIA.

RAILWAY-TRAEFIC-CoNTRoLLING APrAR-ATUS.

' Application med 'August 2o, 1925.` serial No. 51,390.

My vinvent-ioni relates to `railway tralhc. controlling apparatus, and particularly to apparatus of the type comprising traincarried governing mechanism controlled in accordance ywithtra-Hic conditions inadvanc'e..

I Will'describe one "form of railway lvtrattic controlling apparatus embodying my invention, and will'then point out the novel tea--v When chamber 12 is supplied with liuid tures thereof in claims. y

1 The accompanying drawing is a view, partly diagrammatic, illustrating the train Carried. portion of `one form of. railway traliic controllingapparatus embodying my invention; A e

e Referring to this drawing the reference character L designates afbrale application valve which is arranged to control the train brakes'. This valve comprises a casing which is divided intoa slide'valve chamber 3 and apistonwchamber, thelatter con-` taining a reci'procable piston The piston 4 is yconstantly urged tothe right by a spring 5. The slide valve chamber 3V is at all times Ysupplied with Huid pressure tli1'ough`fpipe`7 from a `suitable source not shown in the drawing. A pipe 8 communi- Catesi Withchamber `2. V'VVhen" this pipe is connected with atmosphere, as will be explained hereinafter, the pressureA in chamber 3 moves piston 4 to the left against the force exerted by a spring 5,. Piston 4 is provided with a restricted orilice-4n and when pipe 8 is closed, pressure leaking through thisoritice 4" from chamber 3 gradually vbuilds fup a pressurev `ini chamber 2,

When' the pressuresin chambers`2 and 3 are approximately equal the combined force`v ofthe pressure exerted on the left hand side or" piston k4l and theV pressure exerted by spring .5 moves piston 4 ntothe right. Piston l4 Controls a slide valve@` so thatwhen thepiston isV in its left handposit-ion pipe 9 isf connected; with atmosphere through ports 1Q and 11,'butwhenthe piston isinr its fr ig'hthand position p`ipe9 is blanlred by slide valve 6'. Pipe' 9r is normally` supplied with fluid pressure and controls brake Aap,- plying apparatus in Lsuch, manner thatl when the "pressure injthis pipe isY reduced the brak'eSfOn thep'train are automatically applied,... f e

a is controlled b'ya repeater 'valve ,J whiehj comprises a-chaniber .1.2contain-v ing a phragm 13 controls a plunger 14 carrying a pin valve 16. The plunger 14 is constant ly urged upwardly by a spring 15. Then atmospheric pressure exists in chamber 12 plunger 14 moves to the upper position under the influence of spring 1.5 and pin valve 16 then connects chamber 17 with pipe 19.

pressure diaphragm 13 is moved downwardly, thereby forcing plunger 14 and pin valve 16 to their lower positions under which conditions pipe 19 is disconnected @from Vchamber 17 and is rconnected withA atmosphere through port 18. Pipe 19 is normally connected, through a suppressing valve M, with a stop reservoir 37. Chamber 17 of repeater valve J is constantly connected with the piston chamber 2 of applicationy valve L by means of pipe 8.

The pressure in chamber is controlled by a relay valve H comprisflexible diaphragm. 13. The dia- `12 of valve J y ingr a plunger 77 carrying an armature 22n which isacted upon by a Winding 27. The plunger L7 7 Controls a pin valve 22 which is normally urged upwardly by a spring 23. lhen Winding 27 is cie-energized spring 2? moves pin valve 22 and plunger 77 to their upper positions, and. chamber 12 ofv vaive J' is then connected with atmosphere through pipe 2O and port 24 of Avalve H. A timing reservoir 21 is constantly connected with pipe 20. Vhen, winding 27 of valve H b ecomes energized armature 22a is drawn downwardly, moving plunger 77 and pin valve 22 to their lower positions thereby disconnecting pipe 20 from port 24 and connecting this pipe with chamber 2G. Chamber 2G is constantly supplied with Huid pressure through pipe 25 from a source of energy not shown in the drawing. n

, The suppressing valve M comprises va chamber 2 8 provided ywith a Lflexible diae (lll sure through pipe 3l from a source not shown in the drawing. Y

The pressure in chamber oiivalve `Sl is controlled by acknowledging val-ve li. This valve normally occupies the position illustratedl in the drawing rin Whiclran aclnioivledging reservoir ll0 is connected with a source ot fluid pressure not shown in the drawing, through pipe 39, valve li and pipe 3S. lli/Then handle K1 of acknowledging valve l is operated, the acknowledgingreservoir 40 is disconnected from pipe 39 and is connected With 'pipe stl. It' the applicationl valve li is in the normal position in which it is illustrated in the dravvi'n l'luid pressure then flows from reservi 4.0, through pipe 8S, acknowledging. valve l pipe hl-l, port of application valel lian pipe LLB, to chamber 28 ofy suppr g valve M. This pressure moves diaphragm Q9 upwardly, lit: 'ng piston 3l to blank pipe At the same. tiinevalve 32 opensV andv fluid. pressure is supplied from chamber through pipe 3G to stop reservoir 3T Tlu pressure Supplied to chamber 2S of. the suppressingvalve M from the acknoivledgi f* reservoir` 40 is gradually dissipated to` mosphere through a restricted` ort 7S, so that` after the. expirationot. the spring 33 returns plunger 30 to its lower position, disconnecting chamber 35 trom stop reservoir 37. and. again establishing communication between pipe 5G and pipe 19.

Ilhe reference character D designates a pneumatic circuit controller which comprises a chamber el?) provided with a flexible diaphragm 47. The diaphragm 47 controls a plunger t8 which is. constantly urged dovvn- Wardly by a spring a6. Chamber l5 of circuit controller D is constantly connected with stop reservoir 37 by apipe 44. The plunger 4S ot circuitI controller D is operatively connected with tivo contact fingers GQ and 49. lllhen atmosphric pressure exists in reservoir 37, plunger 4S ot circuit controller D occupies its lower position and contacts 62. and, 4t2-491? are closed. `When reservoir 37 is charged with fluid pressure plunger 4S of circuit controller D is moved upwardly against. the .torce exerted by spring i6 so that contact L9- 49s is closed but ccntacts 62 and iQ- 49h are open.

The reference' character A designates a relay which, for purposes of explanation. l Will call a main relay. This relay is controlled in accordance Wit-h trailic conditions in. advance by means which form no part ot my present; invention and. which l have omitted from the draaving forthe sake otsimplicity. For present purposesit is, sulti-` cient to state that the relay A isv energized in `the normal direction., so thatV contacts and 56 are swung tolftheright, under sate; OPPFOCGS@ trait@ Ceudtensq that. the: relay.

time intervalV is energized in the reverse direction, so that contacts 55 and 56 are swung to the left, under caution. tratlic conditions; andA that relay A is de-eneroized, s'othat contacts 55 and '5U occupy intermediate positions, under B of a source ot energy not shown in the drawing, through reverse Contact 55-*55l of relay A, Wires 64 and 65, contact 9e-49 ot. circuit controller D, Wire '67, Winding` of relay G and Wire 68 back to terminal C, ot the same source. lhen the circuit just traced is closed relay G becomes energized and a stick circuit isA then completed for this relay passing tromterminal. through reverse contact 55 551 of relay A', Wires 64. 69 and 70. front Contact 7l of relay G, wvire 72, Winding of relay G, and Wire 68 back to terminal C.

Vinding 27 ot valve l-l is controlled by relay A and by relay G. Onecircuit for this Winding passes from terminal B, through normal contact: 55m .5a ot relay Wires 57 and 58, back contact 59 of relay G, Wire 60, and Winding 27 of valve H to terminal (l. This circuit is closed only when relay A is energized* inthe normal direction and relay G is fle-energized. lef relay A is energized in the reverse direction and relay G is also energized another circuit is closed tor Winding 27 of val-ve H, tromterminal B through reverse contact 55+55h otl relay wires 64, G9 and 73. front contact o't relay Wire 60, and \v valve H to terminal C.

rThe condition ot the apparatus is indif cated to therengineman by means ot. three signals here shownI as'clectric-,lamps 50. 51 and.y 52. Lamp 50, which IY will call the proceed lamp, is provide'dwvith a circuit passing trom terminal B. through normal contact 55a ot relay A, Wires 57 and 6l. contact 652 ot circuit controller D, Wire '35% and lamp 50 to terminal C. The proceed lamp therefore is lighted only when stop inding 27 of reservoir 37 is connected' with atmosphere and when relay A is energized in the norT mal direction. llVhen relay A is energized in the reverse direction and.- stop reservoir 37 is connected with atmosphere, current lions from terminalB, through reverse contact 535-? o-t relay A, Wires 64; andY 65 contact iQ-49h of circuit controller D, Wire;

66 and caution lamp 5l to terminal C; When a is desenergized the. step, lamp,

l vi

The pick-up circuittor is lighted, thecircuit for this lamp passing Vtherefore open at Contact 554-55" of relay AY and consequently relay 'G is de-energized.

`finding 27 of valve H ispenergized over back'contacto59 of relay G and knormal contact 55--551 ofrelay A. Pipe 2O is therefore disconnected from port 24 andis connected with chamber 26. Fluid pressure. is therefore supplied to ytiming reservoir 21 and to chamber 12V of repeater valve J. Pin valve 16 ofvalve J occupies it normalv or. lower position and so pipelilV is connected with atmosphere through port 18. Chamber 17 of valve J is blanked by valve 16 and pressure supplied to chamber 2 of valve L through oriiiceflEL charges this chamber to the saine pressure as chamber 3. As a result piston Lyoccupies its righthand position and pipe 9 is blanked byslide valve 6 so that the brakes are not applied automatically. The acknowledging valve K is in its normal position, that is, acknowledging reservoir 40 is charged with fluid pressure from pipe 39. Chamber 28 of suppressing valve M is connected with atmosphere through port 78 so that plunger 80 of valve M is in its lower position. connected with atmosphere through pipe 36, valve M, pipe 19k and port 18 of valve J. Valve 52 of the suppressing valve M isrof course closed. vStop reservoir 37 being connected with atmosphere, atmospheric pressure also exists in chamber of circuit controller D, so that plunger 18' of this cir-r cuit controller occupies 'its lower position.

, Contact 62 is therefore closed and lamp'O is lighted to indicate'proceed. d f

In explaining the operation ofthe appa ratus I willk first assume 'thatv relay A becomes energized in the'reverse direction as by the entrance ofthe train .into a stretch of track in which caution traffic conditions are imposed. Iwill also assume that the engineman does not' acknowledge the change in traicconditions by proper manipulation of valve K@ The reversal of `relayA closes cont-act 55-55b `but the pick-up circuit for.

relay` G is-open at contact L t9- 219e ofcircuit controllerD. ',RelayfG therefore remains in its cle-energized condition. One circuit for winding 27 of valve H islnow ,open at normal contact. 55-f551ofrelay`A, and the other circuit for this'A winding' is open at fron'tcontact' 59 of relayy Gf' finding ,27

therefore becomes de-'energized allowing spr-ing 23 to move pin valve 22 to upper position. -As a result, pipe r2O ishdiscon-fv nected` from chamber.l 26 and VVis. connected with atmosphere through port 24, The

Stop reservoir 37 is thereforepressure in timing reservoir 21 and chamber 12 of valve J is gradually dissipated to atmosphere through port 24. `After thel expiration of a time interval spring 15 overcomes the reduced pressure in chamber 12 and lifts pin valve 16 to its upper position. Piston'chamber 2 of application valve L is then connected'tlirough-pipe 8, valve J, pipe 19, valve MV and pipe 36, with the stop reservoir 37.

application valve L is reduced and the pressure in chamber 3 of this valve forces piston i tor the left and connects pipe 9 with atmosphereV through port 10 in slide valve 6 and port 11. The consequent reductionin the fluidpressure in pipe 9causes an automatic application of the brakes. l.

If the engineman takes proper steps, however, he may prevent an automatic application of the `brakes upon a change from proceed to caution traiiic conditions. To explain this, I will assume that the train is operating under proceed traiiic conditions and that all parts ofthe apparatus are in the positions illustrated in the drawing, as hereinbefore explained. If relay'l A- now becomes energized in the reverse direction the 'engineman may prevent an automatic l As a result of this connection the pressure in piston chamber 2 of theV perate following de-energization of valve When the engineman operates valve K the pressureinr acknowledging reservoir 10 is supplied to chamber 28.0f the suppressing'jvalve M` as has already been i described. The pressure so supplied to chamber 28 movesplunger 30 upwardlyand blanks pipe 19. This movement of plunger 3 0 also opensvalve 32and supplies fluidv pressure Vfrom chamber S5 through pipe 3G to stop reservoir 37l thereby charging this reservoir y withA fluidV pressure. After the expiration of the time required for the fluid pressure thus supplied tochamber 28 to be dissipated to atmosphere through port 78, valve M returns toy itsV initial condition therebyT again connectingfpipe 19 with pipe 36.vk i

As'long as reservoir 37 is charged with fluid pressure, contact 19-49a is closed when Vreverse..contact55-55b ofrelay A closes,

therefore, thelpick up circuit for relaykGr is completedv and` this relay becomes ener-y gized.' The closing of front contact 7 lof relay completes its stickV circuit and the relay therefore remains in its energized con-k dition as long as relay A is energizedin the 'reverse direction. The closing of front'contact 59 Of'rrelay G completes the circuit Ql 'titl 2'? of valve H including reverse contact v 55h of relay A. TJhen valve M returns to its initial position, the pressure in stop reservoir 37 is discharged to atmosphere through port 18 of valve J, and circuit controller D again opens but relay G is now maintained in its energized condition independently of Contact Li9-49 of circuit controller l) and therefore an automatic application of the brakes is prevented by the continuous energization of winding 27 of va ve H. Wvhen circuit controller D returns to its normal position the closing` of contact 19 19" thereon completes the circuit for the lamp 51 which becomes lighted to indicate caution. lt should be pointed out that upon a change from proceed to caution trafic conditions the caution lamp 51 becomes lighter immediately if the engineman does not acknowledge this change in traiiic conditions. 1f however, the engineman does acknowledge, contact #1W-i9 is opened, and lamp 51 is extinguished until after the stop reservoir has been discharged to atmosphere following the acknowledgment.

l will assume that the train is proceeding under Caution traffic conditions with relay G energized, and that relay A becomes deencrgized as by a change from caution to stop traffic conditions. Thel closing of back contact 56 of relay A immediately closes the circuit for lamp 52, which indicates stop. rlhe opening of reverse Contact 55-55l of relay A breaks the stick circuit for relay G. Due to the slow acting characteristics of this relay, a'time interval elapses before front contact 71 of the relay opens. rl`his time interval is suflicient to bridge a. brief opening of contact 55h due, for example to mechanical vibration. The opening of contact- 55-55 also interrupts one circuit for winding 27 of valve H. The other circuit for winding 2? is open at normal contact 55 of'relay A and winding 27 therefore becomes cle-energized. The consequent operation of valve H connects pipe 20 with port 2e as explained hereinbefore and after the expiration of a time interval repeater valve J is operated to lift pin valve 16. 1f the change from caution to stop traflic conditions is not acknowledged by proper operation of valve K this operation ofvvalve J will cause the reversal of the application valve L by connecting` chamber 2 with stopreservoir 37. 1f, however, prior to the operation of valve J the engineman has operated valve K, piston 31 and valve 32 of suppressing valve M will be lifted, as explained hereinbefore, andV stop reservoir-37 will thenV be charged with fluid pressure. suppressing valve M occupies-its upper position pipeA 19 isA blanked. Itv isV` manifest therefore that if the engineman operates the acknowledging valve K Vbefore repeater .v valveJoperates, the lifting. of pin,V valve 16 Aslong asl piston 31 of theof valve J cannot connect chamber 2 of the application valve L with the stop reservoir until valve M returns to its initial position. lllhen this happens, that is, when the pressure in chamber 28 of suppressing'. valve M has been suiiiciently reduced by dissipation to atmosphere through port 78 to permit spring to move plunger 8O carrying piston 31 and valve 32 downwardly, stop reservoir 3'? is connected with pipe 19. Valve 16 of repeater valve J is in its upper position however and when valve M reverses chamber 2 of application valve L is connected directly with the stop reservoir 87. The stop reservoir has been previously charged with [luid pressure from chamber 35, however, and therefore when chamber 2 of valve L is connected with this reservoir there is no resulting reduction in the pressure in chamber 2. rlhe application valve L therefore (loes not reverse and the brakes are not applied. lt will be noted that under these conditions, as soon as reservoir 37 is charged with fluid pressure, circuit controller D is also supplied with such pressure and that contact t9-49a is closed.

Then the train is proceeding' under stop conditions relays A and Gr are both cle-energized, relay valve H is Cle-energized, and valve J is in its upper position. Valve M is in its normal position and application valve L is in its normal position, although chamber 2 of valve L is connected through repeater valve J and suppressing valve M with the stop reservoir 37. If, under these conditions, relay A. becomes energized in the reverse direction as by a change from stop to caution traffic conditions, thev pick up circuit for relay G is immediately closed over contact 1S- 49a of circuit controller D, now closed. Bela;7 G therefore picks up, closing its stick circuit at its own front contact 71 and completingy the circuit for winding 27 of valve l-l at front contact 59. Pin valve of valve H therefore is moved downwardly and fluid pressure is supplied from chamber 26 of valve H to timing reservoir 21 and to chamber 12 of valve J. Pin valve 16 of valve J therefore moves downwardly to disconnect chamber 2 of valve L from the stop reservoir. This motion of pin valve 1G connects the stop reservoir with atmosphere through port 18 of valve J. The pressure in stop reservoir 37 is therefore dissipated to atmosphere and circuit controller D returns to its normal position so that caution lamp 51 becomes lighted over contact 49-ll9b to indicate that the apparatus vhas returned to the normal condition corresponding to caution traliic conditions. It should be particularly pointed out that upon achange from stop to caution traffic conditions no acknowledgment on the part of the e1 neman is necessary to prevent an autonnmc applicatien-` ofjthe brakes.

. yShould rela-yA become energized in the normalY direction the opening' of contact 555-4551interruptsthe stick circuit for relay Gr and this relay becomes rcle-energized. The closing of back contact 59 thereon completes a circuit for winding 27 of valveH including normal contact 155-55ar of relay A and therefore this change in the condition Yof relay A does not affect any of the apparatus controlled by valve'H. Due tothe slow releasing characteristics Vof relay G, a time yinterval may elapse after the opening of front Contact 59 and before the closing of the circuit for winding'Q/ of valve H over back contact 59. The timing reservoir 2l 1 requires a longer time interval to `discharge through port 24 of valve I-I, and therefore valve J does not have time to operate. Cony tact 62 of circuit controller D being closed,

lamp 50Lbecornesflighted to indicat'ethattheapparatus is now in*r the condition corre-y spon'ding'to proceedtrafiic conditions. It

will be noted rthat no acknowledgment is necessary to prevent an automatic applica tionl of the lbrakes upon a change vfrom caution to proceed traffic condition. y

It will therefore be seenV thatmy invention comprises a single relay valve provided with one circuit which is closed at all times under proceed traffic conditions. Upon a 1- change from proceed to caution traiiicconditions a second circuit is closed for the valve provided only that such change is acknowledged vby suitable action on the part of the engineman.` Under stop traflicv conditionsvthis valve .is invariably de-energized. Upon any change from more restrictive to less restrictive traffic conditions however, the circuit corresponding to such less re-V strictive condition is closed independently of. such aclmowledgment.

One feature of my invention is the provi-V sion in apparatus forcontrolling such relay valve, of contacts, responsive to the pressure 1 in the stop reservoir, and va stick relay controlled in part by these contacts;

Although I have herein,A shown and described only one for'm of railway traiiic controlling apparatus embodying my invention, it 1s understood that various changes and modifications may be made Vtherein within the scope of the appended claims without departing from the spirit and scope of my. invention. o

I-Iaving thus described my invention, what I claim is :r

1. In combination, automatic brake applyi ing apparatus, a reservoir normally connected with atmosphere, means for at times vsupplying saidfreservoir with Huid pressure, a first valve comprisingra chamber normally supplied with fluid pressure, a relay valve comprising a winding, means controlled by said relay valve and effective when said winding is deenergized to connect said chamsaid Vfirst valve and effective when the pressure in said chamber is reduced to cause operation of said automatic apparatus, a contact responsive tothe pressure in said reservoir, relay controlled 'by said contact, and means controlled by said relay for energizing.V said winding.

2. Railway traffic controlling apparatus con'iprising a train carried reservoir normally connected with atmosphere, manually operable means for at times supplying said reservoir with iiuid pressure, a contact re sponsive to the pressure in said reservoir, a relay controlled in part by said contact, and brake applying' apparatus on the train sett into operation when said vrelay becomes deenergized unless said reservoir is charged.

3. Railway traffic controlling apparatus comprising a train carried reservoir nor- Vmally connectedwith atmosphere, manually operable means for at times charging said reservoir with fluid pressure, a contact responsive to the pressure in. said' reservoir,

a relay, a pick up circuit for said relay controlled by said contact and responsive to traiiic conditions, a stick circuit for said relay including a branch around said Contact, and brake applying apparatus on the train set into operation when said relay is deenergized unless said reservoir is charged.'

4. Railway traflic controlling apparatus comprising` a main relay on. a train re-` sponsive to traflic conditions, a reservoir normally connected withV atmosphere, means for at times charging said'r reservoir with fluid pressure, a contactresponsive to the pressure in said reservoir, a stick relay controlled by said main relay and by said contact, and automatic brake applying apparatus set into operation when said relayis deenergized unless said reservoir is charged.

6. Railway trailic controlling apparatus comprising a reservoir on a train normally ber with said reservoir means controlled b izo connected withv atmosphere, means for at` times charging said reservoir with fluid pressure, a contact responsive to the pressure in said reservoir, automatic brake applying apparatus controlled iny accordance with the pressure in said reservoir, and means controlled by said contact for actuating said brake applying apparatus.

.surein said reservoir, a

7. Railway tratiic controlling apparatus comprising a reservoir on a train normally connected with atmosphere, means for at times chargingl said reservoir with fluid pressure, af Contact responsive to the prcs.

surein said f reservoir, a brake application valve comprising a chamber normally supplied with fluid pressure and arranged to #apply the brakes when the pressure in said chamber is reduced, and means controlled in part by said contact for at times c0nnectingsaid chamber .with said reservoir.

8.1tailway tratlic controlling` apparatus comprising a reservoir on a train normali.v7 connected with atmosphere, means tor at times charging said reservoir With fluid pressure, a contact responsive to the presbralre .application .valve comprising a chamber normally supplied with i'luid pressure and arranged to :apply the brakes when the pressure `in said chamber is reduced, a taire arrange-lullen yopenedto .connect said chamber with said reservoir, V.means effective under proceed traffic conditions to hold said valve closed, and means effective upon a change vtrom proceed to caution traliic conditions to hold said valve closed provided said contact is operated by pressure from said reservoir.

9j Railway tratlic .controlling` apparatus comprising a train carried relay arranged to be energized in the normal or the reverse direction or to be deenergized depending` upon traiiic conditions in advance, a Valve, a reservoir, automatic brake applying apparatus controlled by said .valve and controlled in accordance With the pressure in said reservoir, a contact responsive to the .pressure inl said reservoir, means for clos- .ing saidvalvewhen said relay'is energized in the normal direction, and other means including .said Contact for closing the valve when said relay isenergized in the reverse direction, the valve being open when said relay is deenergized.

l0. `Railway traliic controlling apparatus comprising a train carried main relay arranged to be energized in the normal orj the reverse direction or to .be deenergized dependingupon tratlic conditions in advance, a reservoir normally connected with atmosphere, means for at times charging said reservoir lWithvliuid pressur a chamber normallysupplied with fluid pressure,

comp closed only under caut means for` applyingthe brakes itthe pressure in said chamber is reduced, a magnet valve arranged when deenergized to connectsaid chamber With said reservoir, a normally open contact arranged to be closed when said reservoir is charged With-[luid pressure, a stick relay having a pick up circuit including saidk contactfand a reverse contact of said mainrelay, a stick circuit for said stick relay including its own front contact anda reverse contact olsaid main relay, a .circuitltor said magnet vmalveincluding aback contact otsaid stick relay yand anormal contact .o-tsaid main relay, anda second circuit for saidmagnet valve including a reverse contact of said main `relay and a front contact of said stick relay.

.11. ltailwaytraliic controlling apparatus comprising a train carried magnet valve, means for appli-img,thebrakes on-the train V u .Iv n whenV the Winding' oi said valve 1s deenergizechineans for energizing .thewvinding of said valve under proceed tralic conditions, and other meansiior at times energizing' said Winding under cautiontrat'ric conditions, saidivinding being deenergized under Vstop traliic conditions. i i

l2. Railway traiiic .controllingl apparatus 'ising a train carried magnet valve, for applying the brakes on the train when the .Winding of said valve is deenergized, a first contact closed only under proceed tratiic conditions, for at times vcontrolling said Winding, a second contact closed only under caution traliic conditions, and manually operable means for at times shitting the control orn saidwvinding to said secondi contact.

13.. Railway traffic controlling. apparatus comprising` a ,train `carried magnet' valve,

means For applyingthe brakes on the train t when the winding .of said rvalve .is deenergized, a first contact closed only under proceed traviiic conditions, a second contact ion traliic conditions, a manually operable device, .a lirst circuit forsaid Winding controlled by said first contact, and a second circuit tor said Winding controlled by said manually operable device and byisaid second contact.

4In testimony whereof I my signature.

HERBERT a. WALLAQE. 

